System



Patented Apr. 13, 1920.

4 SHEETS-SHEET 1.

INVENTOR. Q 'B q R Q r' A TTORNEYS.

H. O. BAKER. FUEL PUMPING SYSTEM. APPLICATION FILED JAN-22. 1919.

WITNESS:

H. O. BAKER.

FUEL PUMPING SYSTEM.

APPLICATION FILED 1AN.22,1919.

Patented Apr. 13, 1920.

4 SHEETS-SHEET 2.

WN i3 Q$NTOR WITNESS:

A TTORNEYS H. 0. BAKER.

FUEL PUMPING SYSTEM.

APPLICATION FILED JAN- 22. 1919.

1,336,717. Patented Apr. 13, 1920. Y HEETS-SHEET 3. W I53 W w 2 Jaw GEM M I 75 7 4 Aqiklij fikev lax 24:19:?

H 0. BAKER.

Fl JEL PUMPING SYSTEM. APPLICATION FILED IAN-22. 1919.

1,336,717; Patented Apr. 13, 1920.

4 SHEETS-SHEET 4.

WITNESS.- INVENTOR.

A TTORNEYS.

p) UNITED STATES PATENT OFFICE.

HARTLEY O. BAKER, 0F PUEBLO, COLORADO, ASSIGNOR TO THE BAKER STEAM MOTOR i CAR AND MANUFACTURING 00., II\ C., OF PUEBLO, COLORADO.

FUEL-PUI/IPING SYSTEI/L Application filed. January 22, 1919.

To all whom it may concern:

Be it known that I, HARTLEY O. BAKER, a citizen of the United States, residing at Pueblo, in the county of Pueblo and State of Colorado, have invented certain new and useful Improvements in Fuel-Pumping Systems; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The present invention relates to a fuel pumping system, such as used for supplying the burner of the steam generator of a steam automobile, or the like, and it is the object of the invention to provide a novel and improved apparatus for supplying hydrocarbon burners of motor vehicles or other machines or contrivances, with liquid fuel, under a predetermined pressure, the apparatus having improved features of construction in order to enhance the utility and efficiency of the apparatus.

Another object is the provision of such an apparatus wherein the fuel, through the provision of certain features of construction, is supplied under different pressures from a common source, in order that the fuel can be delivered to the main burner at a high pressure, and so that the fuel can be supplied to the pilot burner and firing up torch at a relatively low pressure, as has been found expedient and advisable. Thus, the apparatus is so constructed and operable that the fuel supplied by a single pump, is delivered under desired high and low pressures automatically, and the different pressures maintained as desired. In steam automobile practice it has been found advisable to use a pressure of about 120 pounds for.

supplying the fuel to the main burner of the steam generator, while the pressure of the fuel delivered to the pilot burner and firing up torch is about 35 pounds. These pressures may vary more or less, according to the conditions, and there may be more or less variance, but the point is, that it is most satisfactory to deliver the fuel under relatively high pressure to the main burner, and under relatively lower pressure to the pilot burner. and firing up torch, to obtain the best results. Instead of using independspecification of Letters Patent.

Patented Apr. 13, 1920.

Serial No. 272,491.

ent pumps and devices for maintaining these different pressures, this invention contemplates the use of a single pump in connection with novel means whereby two independent tanks are automatically supplied with fuel and maintained at the predetermined pressure desired.

A further object is the provision of the novel means for delivering the fuel to the burners, and for generating the vapor therefrom during transit of the fuel, the construction being such, that various grades of hydrocarbon can be used, the heavier fuels being run through a greater length of generator piping than the lighter fuels, so that each grade of fuel can be properly vaporized without carbonization or other injurious results. This feature of the invention is disclosed in my copending application for patent on hydrocarbon burner, Serial No. 219,284, filed Feb. 26, 1918.

It is also the object of the invention to provide an apparatus having improvements above indicated, and which, at the same time, is comparatively simple in construction and operation, without complicated mechanism that is apt to get out of order.

With the foregoing and other objects in view which will be apparent as the descriptio'n proceeds, the invention resides in the construction and arrangement of parts hereinafter described and claimed, it being understood that changes can be made within the scope of what is claimed without departing from the spirit of the invention.

The invention is illustrated in'the accompanying drawing, wherein Figure 1 is a diagrammatical plan view showing the lay out of a steam automobile with the present apparatus installed.

Fig. 2 is a diagrammatical front view of the apparatus on a larger scale.

Fig. 3 is a side elevation of the main and secondary pressure tanks, one of the automatic pressure regulators being shown in section.

Fig. 4 is a longitudinal section of the other pressure regulator.

Fig. 5 is an elevation of the pressure tanks showing a modified way of using the pressure regulator between the two tanks.

Fig. 6 is a plan view showing the generator piping through which the fuel is delivered to the main burners of the steam generator.

Fig. 7 is an elevation of the parts shown in Fig. 6, portions being broken away.

Fig. 8 is a rear view of the parts shown in Fig.

The apparatus is illustrated and described as being used on a steam automobile, but it will of course be obvious to those skilled in the art, that the same may be used on motor boats or elsewhere, wherever it is desired to deliver fuel or liquid under different pressures to a burner or other device. ln the layout shown in Fig. 1, V indicates the water tank, 13 the steam generator or water boiler under which the hydrocarbon burner is located, at the radiator condenser, A the auxiliary condensers, and E the steam engine. The drawing indicates the conventional location of the parts, although this does not enter into the present invention.

The numeral 1 designates the fuel supply tank or reservoir, having a filler cap 2 to enable the supply tank to be filled from time to time, and the fuel in this tank is not un der pressure. A. fuel supply pipe 3 is connected to the bottom of the tank 1, through the medium of the cut-elf va re i, and this pipe 3 leads to a fuel pump 5 that is operated by the engine E whenever the engine operates, thus causing the pump to operate continuously during the operation of the gins. The fuel is delivered from the pump 5 through a delivery pipe 6 leading to the main automatic pressure regulator or controller 7 having a casing 8 to which the pipe 6 is connected. A pipe 9 connects the easing 8 and a main pressure tank 10, and a return or by-pass pipe 11 leads from the casing 8 back to the supply tank 1. the automatic regulator or controller Tbcing interposed between the pipes (3, 9 and 11 to regulate the pressure in the tank 10, and, if desirous, a check valve 9 can be disposed in the pipe 9 to prevent reverse flow.

Consi.dering the automatic regulator or controller 7 in detail, it being understood that various devices of this kind can. be used with equal success and propriety, the casing 8 thereof has a passage 12 connecting the pipes 6 and 9 for the flow of fuel from the pump to the tank 10, and a branch passage 13 leads from the passage 12 to the pipe 11 for the return or lay-passing of the fuel back to the tank 1. There is a valve seat 1% between the passages 13 and 1%, against which a valve 15 is seatable, so as to shut off the flow of fuel under certain conditions back through the pipe 11 to the tank. and to establish such flow under other conditions, as will presently appear. The valve 15 has a stem 16 connected to a diaphragm 17 or equivalent device subject to the pressure from within the tank 10, by means of.

a pipe 18 or other connection connecting the casing 8 with the tank 10, the arrangement being such that pressure acting against the diaphragm 17 will hold the valve 15 from its seat 14, against the tension of a spring 19 suitable means being provided for regulating the tension of said spring in order to regulate the pressure to be maintained in the tank 10, as will be obvious to those skilled in the art. The greater the tension of the spring, the greater the pressure it will take to open the valve 15. Therefore, when the pressure falls in the tank 10, the spring 19 acts to pull the valve 15 closed thereby closing the bypass or overflow passage leading through the pipe llback to the tank 1, Thus, as the liquid is pumped through the pipe 6, if the valve 15 is opened, the fuel will pass on through the pipe 11 back to the tank 1, following the path of least resist ance, instead of passing into the tank 10, whereas when the valve 15 is closed, the fuel must flow through the pipe 9 into the tank. Consequently, when the fuel is pumped into the tank 10 until the pressure reaches the predetermined amount cesired, the valve 15 will remain closed, and when the desired pressure is reached, the pressure acting against the diaphragm 17 will open the valve 15 and permit the fuel to by-pass to the tank 1 as long as the pressure is maintained in the tank 10, thus avoiding excessive pressure, inasmuch as the fuel will overflow or bypass back to the tank from which the fuel is pumped, completing a circuit that continues as long as the tank 10 is under desired pressure, with the pump 5 continuing to operate. However, as soon as the pressure falls in the tank 10, so as to relieve the pressure against the diaphragm 1?, the spring 19 comes into play for seating the valve 15, thus constraining the fuel to flow into the tank 10 until the pressure is again restored. It will therefore be apparent, that as the pressure falls and rises in the tank 10, the regulator 7 will automatically control the flow of fuel to the tanks 10 and 1 accordingly, so as to maintain the pressure in the tank 10.

Associated with the main pressure tank 10 is a secondary pressure tank 90. These tanks can be built together, ormay be a single tank with a partition therein defining two chambers, and the secondary tank 20 is preferably of smaller size than the main tank 10, because the main supply of fuel is used from the tank 10. Each of the tanks 10 and 20 is provided with a filler cap 21, in order that these tanks can be filled up to the desired level in starting the apparatus. The secondary tank 20 is supplied from the tank 10, a pipe 22 connected to the bottom of the tank 10 communicating with a pipe 28 connected to the tank 20, through the medium of a second automatic pressure regu- The casing 25 has a passage 26 connecting the pipes 22 and 23, and provided between said pipes with a valve seat 27 against which a valve 28 is seatable. The stem of said valve is connected, like in the regulator or controller 7, with a diaphragm 29 and a pipe 30 connects the casing and tank 20 so that the pressure from within the tank 20 is against the diaphragm 29. A spring 31 under the desired tension according to the pressure it is desired to maintain in the tank 20, opposes the pressure of the fluid against the diaphragm 29 and serves to open the valve 28 when the pressure is low. The valve 28 is so located as to seat away from the pipe 22 or in the direction of the flow of fuel from the tank 10 to the tank 20, so that the pressure of the fuel from the tank 10 does not have a tendency to open the valve 28, as would be objectionable. When the pressure is low in the tank 20, the spring 31 will open the valve 28 and permit the fuel to pass from the tank 10 into the tank 20,

and when the pressure reaches the desired amount, the movement of the diaphragm 29 will close the valve 28, thereby shutting off the flow. As the fuel is used from the tank 20, the regulator 24 opens the valve 28 automatically to restore the level and pressure in the tank 20. Thus, the regulator 24 serves to maintain the pressure in the tank 20 which is supplied from the tank 10, and the pressure in the tank 10 is maintained by the regulator 7. In this way, both tanks are maintained at the desired pressures, the tank 10 being under relatively high pressure, and the tank 20 under relatively low pressure, according to the adjustments of the regulators 7 and 24, respectively. The pressure in the tank 10 which supplies the main burners is preferably about 120 pounds, although this may run as high as 130 or even 140 pounds, or as low as 100 pounds, but it has been found that the best average pressure for steam automobile purpose is between 100 and 120 pounds. It has also been found that the pressure for the fuel delivered to the pilot burner and firing up torch should be between and pounds, although this may be more or less according to circumstances. The pressures can be readily changed by adjusting the tension of the springs of the regulators.

In 3 the regulator 24 is located below the tank 20, whereas, as shown in Fig. 5 it is at one side thereof, it being understood that both regulators can be used in the desired positions. The fuel is delivered from the main pressure tank 10 by way of a delivery pipe '32, there being a shut off valve 33 between the pipe 32 and tank 10, and similarly, the fuel is delivered from the sec ondary pressure tank 20 by way of a pipe 34 leading from a shut off valve 35 connected to the tank 20.

In order to indicate the pressures and control the flow of fuel from the pipes 32 and 34, each of them has a branch 36 connected to a duplex gage 37 located on the instrument board or at any other suitable place, and having two pointers, one pointer indicating the pressure in the tank 10, and the other the pressure in the tank 20. The pipe 34 has two branches 38 and 39 leading therefrom, one to supply the fuel under low pressure to the pilot burner, and the other to deliver the fuel to the firing up torch, and shut off valves 40 disposed in the branches 38 and 39 are located on the dash, steering column or elsewhere, to be conveniently controlled by hand from the operators seat. The high pressure pipe 32 has the delivery branch pipes 42 and 43 reaching therefrom,

and provided with shut off valves 42 and 43, respectively, located at the clash, on the steering column, or the like, the pipe 42 being for the flow of gasolene or other lighter fuel therethrough, and the pipe 43 for the delivery of kerosene, oil or other heavier fuel. Thus, if gasolene is used as fuel, the valve 43' is closed and the valve 42 is opened whereas when oil, kerosene or heavier hydocarbon is employed, the valve 42 is closed and the valve 43 opened.

Coming to the vapor generating piping to which the pipes 42 and 43 are connected, reference is had to figures 6, 7 and 8 and to the application above referred to. Leading from the pipe 43 for the heavier hydrocarbons are the branch pipes 44 which extend into the burner casing 48, and which are coiled or extended back and forth there in, as at 45, to provide the generating coils.

The discharge terminals of the generator pipes 45 are connected to the pipe 42 near the delivery end thereof, so that the kerosene or heavier hydrocarbon in flowing through the pipe 43 is first passed through the generator piping 45 before reaching the point where the gasolene or lighter hydrocarbon enters. This enables kerosene or heavier grade of fuel to become partially vaporized, or to reach a stage of volatilization similar to that of gasolene at the point of common delivery of both grades of fuel. The delivery ends of the pipes 42 and 45 are connected through the common connection with a pressure regulator 49 of any well known construction, and which is connected by a pipe 50 with the boiler or gen erator, so that the steam pressure controls the flow of fuel past this point, either from the pipe 42 or from the pipes In addition to this, there is a manual regulating valve 51 to which the regulator 49 is connected, and a pipe 52 leads from the valve 51 into the burner casing 48. A check valve 47 is disposed in each pipe 45 near the delivery end thereof, to prevent the reverse flow therein, thus preventing gasolene from flowing backwardly from the pipe 42 into the pipes 45, when gasolene is used. The pipe 52 has branch pipes 53 extending back and forth or coiled within the burner casing 48 for heating the gasolene or the par tially-vaporized kerosene, and the delivery ends 55 of the generating pipes are led to the burners 56 over which the generating pipes are disposed. The pipes 45 are disposed down low, so that they are under the flames, but adjacent thereto, in order that the heating of the kerosene will be effective, without carbonization of the kerosene in the generator piping, whereas the generating pipes 54 are disposed higher up so as to be within or above the flames for the effective vaporization of the gasolene or partially vaporized kerosene.

In using gasolene, the same is delivered through the pipe 42 past the regulator 49 and valve 51 directly into the generative piping 54, to convert the liquid into vapor, the check valves 47 preventing the gasolene from flowing down into the piping 45. When kerosene or other heavier hydrocarbon is used as fuel, the same is delivered through the pipe 43 and thus flows within the primary generator piping 45 so that the kerosene receives its initial heat and is brought to a stage equivalent to that of gasolene where the kerosene passes through the pipe where the gasolene enters, the partially vaporized kerosene then flowing past the regulator 49 and valve 51 into the secondary generating piping 54 to complete the vaporization of the kerosene the same as with gasolene. In this way, the heavier fuel flows through a greater length of generator piping, in order that both the lighter and heavier fuels will be properly generated, without carbonization, and each grade receiving the required amount of heat accord ing to its density. The pilot burner and firing up torch of the boiler or generator are not shown, but it will be understood from the foregoing that they are supplied by pipes 38 and 39, the pilot burner keeping the pipes 54 sufficiently heated so as to start the generation of the vapor for the main burner whenever necessary. By supplying the pilot burner and firing up torch. with fuel under a desired low pressure, they, especially the pilot burner, will burn with a steady uniform flame, whereas the main burner when fired up will be supplied with fuel under the desired heavy pressure for quick heating of the water and production of steam. The benefits of the present arrangement will therefore be obvious.

Having thus described the invention, what is claimed as new is 1. A fuel supplying apparatus embodying two pressure tanks, means for delivering fuel under pressure into one tank, an automatic regulator independently connected to and controlled from the pressure in said tank and controlling the delivery of fuel thereinto to maintain a predetermined pressure, means for delivering fuel from said tank to the other one, and a second automatic regulator independently connected to and controlled from the pressure in the last named tank and establishing and stopping the flow of fuel thereinto from the first named tank to maintain a different pressure in the second named tank.

2. A fuel supplying apparatus embodying a fuel supply tank, two pressure tanks, a pump connected to the supply tank and one pressure tank for pumping fuel from the supply tank into said pressure tank, an automatic regulator between the pump and said pressure tank and independently connected to and controlled by pressure in said pressure tank, a return pipe connecting said regulator and supply tank, said regulator being operable to establish the flow from the pump into said pressure tank when the pressure is low therein and to establish the flow from the pump through the return pipe when the pressure is high in said pressure tank, means for delivering fuel from said pressure tank into the other one, and a second automatic regulator independently connected to and controlled by pressure in the second named pressure tank and establishing and stopping the flow of fuel thereinto from the first named pressure tank to maintain a difierent pressure in the second named pressure tank.

3. A fuel supplying apparatus comprising a fuel supply tank, high and low pressure tanks, means for pumping fuel from the supply tank into the high pressure tank, an automatic regulator having an independent connection with the high pressure tank to be controlled by pressure in the high pressure tank and having a valve controlling the clelivery of fuel thereinto by the pumping means to maintain a predetermined high pressure in said pressure tank, means for the delivery of fuel from the high pressure tank into the low pressure tank, and a second automatic regulator having an inclependent connection with the low pressure tank to be controlled by pressure in the low pressure tank and having a valve for establishing and stopping the delivery of fuel thereinto from the high pressure tank to maintain a desired low pressure in the low pressure tank.

4. A fuel supplying apparatus comprising a fuel supply tank, high and low pressure tanks, a pump, pipes connecting the pump with the supply and high pressure tanks, an automatic regulator disposed in the pipes between the pump and high pressure tank and controlled by pressure in said tank, a

return pipe connecting the regulator and supply tank, said regulator being operable to establish the flow from the pump through the return pipe When the pressure in the high pressure tank reaches a predetermined high pressure, and for establishing the flow from the pump into the high pressure tank when the pressure falls therein, means for the delivery of fuel from the high pressure into the low pressure tank, and a second automatic regulator connected to and controlled by pressure in the low pressure tank and establishing and stopping the flow of fuel thereinto from the high pressure tank to maintain a desired low pressure in the 15 HARTLEY O. BAKER.

WVitnesses:

P. S. BROWN, FRONIE ABELL. 

